Safety-switch



(No Model.)

N. E. SPRINGSTEEN.

SAFETY SWITCH.

No. 364,970. Patented June 14, 1887.

NELSON E. SPRINGSTEEN,

OF DETROIT, MICHIGAN.

SAFETY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 364,970, dated June 14,1887.

(No model.)

To aZZ 2071 0122, it may concern.-

Be it known that I, NELsoN E. SPRING- s'rEEN, of Detroit, in the countyof Vayne and State of Michigan, have invented new and usefulImprovements in Safety-Switches; and I do hereby declare that thefollowing isa full, clear, and exact description thereof, referencebeing had to the accompanying drawings, which form a part of thisspecification.

This invention relates to certain new and useful improvements insafety-switches.

It often occurs that a brakeman having set a switch for his train topass upon a siding neglects to reset it to the main line, and afollowing train upon the main track, supposing the switch to be properlyset, is thrown upon the siding and causes great damage and loss of life.

It is the object of this invention to provide an attachment to theswitch that will automatically set the same for main line clear upon theapproach of a train from either direction, and thus avoid the consequentdanger and. loss caused by carelessness of brakemeu.

Figure 1 is a perspective View ofa railwayswitch provided with myimprovement, showing the switch set to the main line. Fig. 2 is a planof the same, showing switch set for the siding.

In the accompanying drawings, which form a part of this specification, Arepresents the rails of the main track, 13 the switch-rails, and O therails of the side track, which may be of any of the known constructions,designed to be operated by a switch-bar, D. To a suitable base, E,Ipivotally secure a plate, F, provided with the arms a b 0,respectively, the outer end of the switch-bar D being pivotally securedto the end of the arm I). At suitable distances from theswitch Iproperly journal transversely through the main rails A the rock-shafts GG, to each of which, outside of the main rail A, I secure a lever, H.Corresponding ends of the roclcshafts G G are provided with crankarms II, the ends of which are connected by bars J to the arms a c of theplate F, as is clearly shown in the drawings. The shaft G is providedwith an operating-lever, K, designed to be locked in any suitablelockingstandard, L, when the switch is in its normal position. The shaftG has a sliding movement in its bearings, so that in the operation ofthe device when the switch is set to the main line the shoe H may becompelled to rest upon the stop-block M. N is a spring which findsresistance between the adjacent railand the collar (1 upon therock-shaft G, and tends to hold the roel -shaft G in its normalposition.

In practice, suppose the switch to be set to the main line, as shown inFig. 2, and it is de sired to have the approaching train take the sidingO, the brakeman runs ahead of his train (or if there be a regularswitchman he performs the duty) and releases the lever K from its lockand operates itin such a manner as to force or turn the switch, while atthe same time he draws the lever toward him, sliding the rock-shaft G inits bearings, which draws the lever II upon such rock-shaft free fromthe side of the rail and from the lockblock M, upon which it rests, heholding the switch in this position until the train has passed upon thesiding. It is the duty of the 'brakeman to now close the switch and lockthe same, so that the main track will be open for travel.

In opening the switch for the siding, as de scribed, the free ends ofthe levers H H are elevated so that a portion of their upper surfaceprojects above the main rail, as shown in Fig. 1. Now if thebrakemauncglects to set the switch for the main track the spring N6Xerts its force and compels the rock-shaft G to assume its originalposition, bringing the lever H close to the side of the rail, butprojecting above the same, as does also the lever H upon the rock-shaftG. Now, a train approaching and desiring to continue on the main track,supposing the'switchman to have performed his duty, the train is notslackened, and no attention is paid to the switch, but the wheels of theforward truck, coming in contact and running upon the lever H or H, asthe train may come from either direction, will depress the same andcompel, by the connec tions described, the switch to assume its firstposition-that is, set for the main track, as shown in Fig. 2--while atthe same time the lever K will be thrown down and locked, providing anautomatic catch is provided for that purpose.

It will readily be seen that by the construc tion or application of adevice of this character to a switch at no time can the switch be leftset for the siding through the carelessness of a brakeman or switehmanwithout the same being reset upon the approach of a train from eitherdirection. It must necessarily follow that many accidents anddestructionof property will be entirely avoided.

What I claim as my invention is- 1. The combination, with the switch-barconnected with the switch-rails and the pivoted plate F, having one armconnected to said bar, of the rock-shafts having crank arms connected tosaid plate, and the levers H H, secured one to each of said rock-shafts,and a spring acting on one of said rock-shafts to hold it in its normalposition, substantially as and for the purpose specified.

2. The combination, with the switch-bar connected with the switch-rails,the pivoted 20 plate F, formed with the arms a b c, the arm rock-shafts,an operating-lever, K, on said 7 shaft, and the rods J, connecting saidcrankarms with the arms a c of said plate, substantially as described.

3. The combination, with the rails A, of the rock-shaft G, journaledtransversely through said rails, the lever H and collar (1 on saidrock-shaft upon opposite sides of one of said rails, lever K, and theflat spring interposed between said collar and rail, substantially asand for the purpose specified.

N. E. SPRINGSTEEN.

- NVitnesses:

H. S. SPRAGUE,

E. J. SoULLY.

